anderson



(No Model.) 14 Sheetsi Sheet 1.

G. ANUERSGN. TIP WAGON.

No. 483,200A Paxwmed Sept. "27, 1892.

(No Model.) 14 Sheets-Sheet 2. G. ANDERSON.

TIP WAGON.

No. 483,200. Patented Sept. 27, 1892.

i4 Sheets-Sheet 3.

G. ANDERSON.

(No Modelw TIP WAGON.

Patented Sept. 27, 1892.

, rim

14 Sheets Sheet 4.

No Model.)

G. ANDERSON.

TIP WAGON.

Patented Sept. 2'?, 189

14 Sheets Sheet 5.

Gr. ANDERSON.

TIP WAGON.

Patented Sept. 27, 1892.

(No Model.) 14 Sheets-Sheet (3.` G. ANDERSON.

TIP WAGON.

Patented Sept. 27, 1892.

TIP WAGON,

Patented Sept. 27, 189

Q" w A. l

(No Model.) 14 Sheets Sheet 8. G. ANDERSON.

TIP WAGON.

Patented Sept. 27, 1892.

(No Model.) 14 Sheets-Sheet.

G. ANDERSON.

TIP WAGON.

ANDERSON. 4 14 sneets-sneet'lo. TIP WAGON.

Patented Sept. 27, 1892.

V14 Sheets-Sheet 1l.

(No Model.)

G. ANDERSON.

TIP WAGON.`

No. 483.200. Patented Sept. 27, 1892.

7., ffl

(No Model.) 14 Sheets Sheet 12. G. ANDERSON.

T? WAGON.

No. 483,200. etented Sept. 27, 1892 (No Model.) l

G. ANDERSON.

TIP WAGON.

Patented Sept. 27,1892.`

(No Model.) 'i I4 Sheets-Sheet 14. G. ANDERSON.

TIP WAGON..

Ander-Mo,

UNITED STATES PATENT OFFICE.

GEGRGE ANDERSON, OF MADRAS, INDIA.

TlPd-wAGoN.

SPIECIFICAIJIION forming part of Letters Patent No. 483,200;

dated September 27, 1892.

Application filed Api-i1 13, 1891. Serial No. 389,121. (No model.) Patented iu England November 20, 1890, No.18,822.V

.To @ZZ whom t may concern.'

Be it known that I, GEORGE ANDERSON, a member of the Institute Civil Engineers, of Madras, in the Empire of India, a subject of the Queen of Great Britain, and at present resid ing at London, England, have invented Improvements in Tip-Wagons, (for which I have obtained Letters Patent in Great Britain, No. 18,822, dated November 20, 1800,) ot' which the following is a speciiication.

My invention relates to improvements in the construction of and means for operating tip-Wagons, and is particularly applicable to tip-wagons adapted for use in the construction of the roadbcd of any road or railway, as Well as to wagons for coal, ore, and other similar loose material which requires to be carried or handled in the Way of transit or delivery under any conditions.

Tip-wagons as hitherto used in the construction and ballasting of common and rail roads have been generally made so as to tip only to oneor both sides or along the center line of the road-bed. This method of tipping has consequently entailed a considerable outlay both in time and money for, the subsequentdistribution of perhaps the major portion of the ballast by manual labor over the particularparts ot the road-bed where it was Wanted. Now, and iu consequence of the present invention, it is placed Within the power of the foreman of the joh to tip the ballast to either or both sides ordown the center line or in any one or more of the said.

three directions, as the condition of the work at any given point or time may demand, by changing' the levels of the wagon-bottom, which for that purpose is made in twoprincipal leaves, with which may he combinedfa corresponding number of subsidiary leaves.

Moreover, whereas it has been the practice tov tip eachwagon individually and by hand, my invention provides for all the Wagons to be tippedsimultaneously by gearing driven from the locomotive or some special motor, Whether the Wagons are-on thestraight or on a curve,

and in consequence of'a prior adjustment ot' the tipping;mechanism of each wagon each in the desired -direction or directions. Further, any or all of thetipping mechanisms described er illustrated in this specification may he applied to a wagon bodily.

In order that my by which it is to be adapted to be'tipped invention and the means carried into practical eftires with the saine refercnceletter.

'feet may be thoroughly understood, I Will part of this specification i Figure l isa transverse sectional elevation" of a three-direction four-leaf tipwagon, shown closed and set to tip along the center and both sides simultaneously. The subsidiary leaves are shown as held in the same planes as their respective principals. Fig. 2 is a detail of the automatic wagon-side catch.

direction two-leaf tip-Wagon, shown as closed and set to tip along the center only. Fig. 4.

is a transverse sectional elevation of a threedirection four-leaf tip-wagon, shown as closed i and set to tip along the centerand both sides simultaneously. Fig. 5 is a transverse sectional elevation of tip-wagon, shown as set to and tipping along the center only. Fig. 6 is a plan of a f0urleaf tip-wagon. Fig. is a side elevation corresponding with Fig. 6, but having a longitudinal tippinganeehanism-actuating shaft dotted in. Fig. 8 is a transverse elevation of a three-direction two-.leaf tip-Wagon,sho\vn by the full lines as set and tipping to the u Fig. o 1s a transverse sectional elevation of a three-- a three-direction four-leaf* right and by the dottedlines as set to and tipi ping along the left side.

Fig. 9 is a composite transverse elevation of a three-direction twoleaf tip-wagonhclosed. Fig. 10 is a detail side elevation.l l Fig. lll isla detail transverse clef vation partly in section. Fig. 12 is a detail side elevation. elevation. Fig. elevation of wagon, shown by the full lines as closed and set to tip along the bottom and` bythe dotted lines as so tipping. Fig. 15 is a side ele-` va tion corresponding with Fig. 14. Fig. 16 is a transverse sectional elevation of allopperside tiatbottom singledirecticn two-leaf wagon, shown by. the `full lines as closed and set to tip along the centerand by the dotted Fig. 13 is a detail transverse- 14 is a transverse sectional a three-direction twofleaf tip- 95 y IOO ` direction four-.leaf wagon.

lines Ias so tipping. Fig. 17 is ya transverse sectional elevation of a hopper-bottom threeverse sectional elevation of a modification of the leaf-action and tipping apparatus illustrated in Fig. 17. Fig. 17" is a part side ele` vation corresponding with Fig. 17a and further illustrates the construction of ythe modi-- ication to which the said Fig. 17 a refers.- Fig. 18 is a transverse sectional elevation of a hopper-bottom single-direction` two-leaf Wagon, shownv by the full lines as set-to and tipping along the centerpnly. 'Bhe dotted lines sho-w the bottom closed. Fig. 19 is a transverse elevation, partly in section, illustrating the 'application of my invention to a Wagon to be tipped bodily-i. e., through either'side only. Fig. 2O is a transverse sectional elevation of a modification of the three-direction four-leaf tip-Wagon illustrated in Fig. 1. It is shown closed and set to tip along the center. The subsidiary lleaves are shown as held in the saine planes as their respective principals. Fig. 21 is a side elevation corresponding therewith.

The combination of principal and subsidiary leaves of my invention is illustrated in Figs. 1, 4, 5, and 6. t

Various types of the duplex right and left handed screw-nutand link tipping mechanism of my invention are illustrated in Figs. 1, 8, 4, 5, 7, 8, 16, 17, 17217, 18, 20, and 21.

Means for operating the tipping mechanism I, by hand are shown in Figs. 1, 3, 4, 5, 8, 10,11,

" foot.

and 1S.

The Worm and worm-wheel gear for operating the tipping mechanism by hand is shown in Figs. 16 and 17.

The rope-and-pulley gear common to all the wagons of the train for operating their respective tipping mechanisms simultaneonsly is illustrated in Figs. l, 4, 5, b', 7,9, 11, 12, 13, 20, and 21.

The screwed-sleeve and duplex-quadrant tipping mechanism of my invention is illustrated in Figs. 9, (left half,) 10, and 11.

The screwed-sleeve and toothed semicircle tipping Ymechanism of myinvention is illustrated in Figs. 9, (right half,) 12, and 13.

The ram tipping mechanism of my in vention 'is illustrated in Figs. 1-1 and 15.

The method of applying Vmy invention to. tipping a car bodily, as Well as of adapting the links to push instead of to pull, and also a variant position for the rope-andpulley gear, are illustrated in Fig. 19. The said variant position is also illustrated in Fig. 1.

Figs. 6, 7, 15, and 2l are drawn to the same sialei. e., one-quarter inch to the foot. Figs; 3, 4, 5, 8, 9,714, 16,717, 1 8and 20are drawn to a double scale-4. e., one-half inch to the foot. Figs. 1,2, 17, 17", and 19 are drawn to a quadruple scale-. e.,one inch to the Figs. 10, 11,12, and 13 are drawn to a scale eight times that to which the firstmentioned group of figures are drawn-t'. e, two inches to the foot.

Fig.l7"isatrans and C C the two bogies upon which a tip- The igures illustrate my invention asin use on an ordinary railroad.

A is the road-bed, B the permanent Way,

wagon body constructed according to my invention is carried.

The under frame of a wagon consists of a pair of side beams D D and cross-beamsE E.

F F are two pairs o-f girders fast upon the cross-beams E E. G G are pairs of pillowblocks standing thereupon, and in the tops of which are formed the bearings for the axes g g of the leaves of the wagon-bottom.

In the hopper-bottom trucks (illustrated in Figs. 16 and 18) both girders and pillowblocks may be dispensed with and the bearings for the axes of the'leaves be fixed tothe bottom edges of the hopper sides.

The bottom of the wag072..--Referring to Figs. 1, 4., 5, and (i, Il ll are the two principal leaves, having their axes g g in the bearings vin the tops of the pillow-blocks G G, already described. h h are the subsidiary leaves, respectively hinged at t' il along and to the adjacentV edges of the principal leaves H II. The two principal leaves, with their subsidiary leaves, form the bottom of the Wagon. 7' j are bolts fixed under the principal leaves,

respectively.. They are provided for the purpose of holding the subsidiary leaves h h in the saine planes as their respective principal leaves, as well as of releasing them when it is desired that they should be free to turn upon their hinges t' i. j j are the bolt-sockets ixed on the under sides of the respective subsidiary leaves. K K are transverse and horizontal rods, one at each end of the wagon, adapted to be turned in suitable bearings by means of either of two winch-handles 7c k. lc 7e are four raising-plates, one for each subsidiary leaf. vThey are fast upon the rods K IOO K, a pair upon each, immediately under the ,returning the subsidiary leaves to the planes of their respective main leaves, which they willdo as the wagon-bottom comes back to its closed position if they have been previously turned up through a quarter of a circle into the horizontal plane. A ratchet-and-pawl device k2 is provided near each winch-handle for the purpose of holding the plates it k in the said plane. lf the principal leaves and the subsidiary leaves are to be tipped up ward from the center line of the wagon,as in Fig. 1,the bolt is locked,if desired, maintainling the subsidiary leaf in the plane of the main leaf; but if it is desired `to increase the Ycentral opening Z theboltj is Withdrawn and the subsidiary leaf released,as in Fig. 4. The bolts j, transverse bars K, winch-handles k, raisingplates k', and ratchet-and-pawl devices ]62 constituteproper apparatus for hold- IIO ing the subsidiary 'eaves in the same planes as their respective principals, releasing them therefrom and returning them thereto, re

being moved faster than theother.

` complished `of the road-bed and leaves is illustrated in Fig.

spectively; be adopted. i

The special objects and functions of the subsidiary leaves h are (c) to prevent the two principals from jamming against each other when they are to be tipped toward the center (h) to increase the tip-delivery along'the center line.

the prevention of the but any suitable vequivalents may two principalleaves H other, it will be `observed that as they travel at an equal rate and their axes gare in a plane `beneath them they would jam against each `other as soon as it should be attempted to tip them downward to the center of the road. S0 the subsidiary leaves h are provided. They swing downward away from each other, so that thefront edges of the said principals can move withoutimpeding each other. The jamming above referred to may also be prevented by providing for one principal leaf ferentiation in rate of motion would be ac- 'by making one portion of `the threads on the transverse shaft of a quicker pitch than the other. A third method characterized by the absence of the subsidiary 3, Wherethe principals are no't too wide to move without jamming, the necessary central space being made `npby the basev of. a preferably longitudinal l .beam 7c3. With reference to increasing the tip-dethe area of the central 'gap t sys specified.

i in the sameplane as livery valong the center line, it `must be borne in mind that when a wagon is to Ybe tipped along. the center `of the road-bed, as illus- -trated in Fig. 5, the upper portions of thc load `will be compressed between the approachingwagon sides and principal leaves 1i and 'that such compression will, so far as it exists, tend to directly retard the process of tipping; but inasmuch as, according to my invention, is by the drop of the subsidiary leaves 7i under the action of the bars q g2 it then follows that any such co1n pression will be prevented from establishing itself.

Referring to Figs. 17, 17, and 17", a' pairs of transverse beams.

are the leaves ll ll, but clear right and lcftof them. The length of each beam is equivalent to the widths of two leaves. The links g g g2 (or their equivalents, the toothed quadrants or semicircles illustrated in Figs. 9 to 13 and described therewith) are connected to the said leaves in the manner andfor the Holding devices mi x8 of any suit able type are provided for the purpose of connecting the beams to their respective leaves for thepurpose of imparting the motion of the leaves to the beams. For instance, if the outer or inner leaves are to be relatively i tipped up and down into the same inclined plane then will the connections between the be arranged and provided for on the principles and ac- This dif:

all the circumstances under These are pivoted purpose hereinbefore modifications of` the tipping cording to the method already specified and illustrated. The frames of the truck sides are carried upon the outer extremities of the beams sa, so that the carrying capacity of the wagon will not be diminished bythe swing of the wagon sides toward the center line. It is evident that when the two pairs of leaves II H are tipped up into planes convergingin a line beneath the central line of the wagon some provision must be tion of the formation of longitudinal spaces between the wagon sides and the rising or raised edges of the outer leaves H I-I. Accordingly I provide for this prevention in the following way. A horizontal fiap w' is hinged or applied in any suitable way to and along thc inner face of each wagon side.. It is of such a width that its free edge stands in the path of the adjacent leaf when the latter is tipped upward, -and therefore suicesto make up the distance fromv the wagon side to the adjacent edge of the said leaf and to overlap the same. It is evident that when the leaves Il II are both tipped downward, asillustrated in Fig. 17, there will be produced a gap just above the line which passes tion parts of the pivots. It therefore becomes necessary tomakc a practical provision for the automatic closure of the said gap under which it will be produced. Such provision is illustrated in Fig. 17, which shows two devices, either of which will meet the requirements of myinvention. Referring to the device illustrated on the left-hand side of the iiguredis a curved plate. The arc is struck from the center g, about which the leaves 1I 1l swing, and the radius of the plate is such that its periphery is always in contact with the oppositefaces of the leaves 1I 1I.` The plate or" is illustrated as fixed to one of the leaves Il; but it may be supported in its operative position by any convenient means. trated in the right-hand half of the said figure differs from the one last described to the extent of its beinga fiat plate x10, hingcdto one n of the leaves and lying upon the other. Either of the devices just described is capablc of modification, and my invention includes .any such the device now underspecification being that it should automatically effect the closure of the gap between the leaves Il II of a pair under any circumstances. Referring to Figs. 20 and 21, the modification in respect of the bottom of the truck consists in making the subsidiary leaves` h vshorter than their principals ll` at each end and returning the ends 71. of the principals outside the ends of the subsidiary leaves, so that they meet in the center line of the truck. The consequent mechanism are described in detail in sections Ill and VI.

II. The wagon ksides.-Reterring to Figs. 1, 2, 3, 4, 5, 6, 7, 8, 11,13, 14, l5, 19, 20, and 21, the wagon sides M M are suspended from top through all the axes q, excepting only where are the opera The device illusmodification, the essence of made for the preven- IIO rails 'fm by suitable, hinges. There may be 'posts ortriangular end pieces m. m2 is an automatic springfcatch pivoted at ma to the end post. m4 is a cavity in wagon end, into which cavity the spring m2 is pushed by the spring 'm5 as the wagon side is tipped outward, with the result that kthe side is disengaged from the catches m2. As the sides are returned to the vertical they pass behind the noses of the springcatches, which. are then locked in front of them by engagement by the Wagon ends at m6.

lll. Screw-wut and 18, N is the transverse shaft, having its bearings in brackets n, depending from the side beams D D. The figures noW under description show a Wagon as provided with only one transverse shaft; but lwish it to be distinctly understood that my invention does not confine ine in respect to the number of these shafts,inasniuch as more than one may be used it suoli use be for any reason desirable. Figs. 2O and 2l illustrate the use of two shafts, one at'each end of the truck. No matter how many shafts may be used, they are all in respeci of their operative parts and adjunots counterparts of each other. o o o2 o3 are four screw-threads upon the (or each) shaft. They are of equal length and (subject to what has been specified above as to the diiterentiaticn in respect of pitch) they are or equal pitch. ln respect to their relative positions on the shaft any one screw is of the opposite hand to either of the adjoining ones. This alternation in respect oi the hands of the screws is one of the features ct' my invention, and

attention is drawn to it accordingly. 2) p p2 p3 are four traveling nuts appropriated, respectively, to the tour screws o o o2 03. q2 qare four links. The function of tlieselinks is toprovide an operative connection between the leaves on the one hand andthe traveling nuts on 'the other.' The links are therefore pivotally connected to the under sides of the leaves and to the nuts, respectively,by means ofany suitable coupling devices. The drawingsshowthe use of atype of devices consisting of eyes and bolts r; but other suitable and equivalent devices maybe utilized. Whether there are subsidiary leaves or not, there are always as many coupling devices as nuts. In respect ot the position of the depending eyes appropriated to each pair of leaves it is to be noted that they are fixed thereto as far outward from the axis thereof and on respectivcly opposite sides of it as is practicable. The links q to g3 are shown as permanently connected to their respective coupling devices r, and the nutsptoA p3 are provided with suitable eyes p, by means-of Which,together rwith corresponding eyes o n the relative ends of 'the links and the pins rr",the links may be connected with either the outer` or inner nut, as the tipping job may require. The modification of the tipping mechanism illustrated in the last two mentioned figures consists in and Zink tipping median-- emr-Referring to Figs. l, 3 to 8, and 16, 17,v

fixing all the coupling devices r on the prin-I cipal leaves instead of fixing halt on the principal and half on the subsidiary leaves. The devices r hereinbefore described Aas tixedwto the under side of the subsidiary leaves are fixed to the .under side of the returned ends h of the principals, and a special rope-and pulley gear is provided for actuating the said subsidiary leaves. P is a transverse windingdrum supported in suitable bearings at the front end of the leading truck. It is rotated by any suitable mechanism or agency. The figures show the application of a Winch-handle P at each end. Ratchet -vvheels and pawls are provided to prevent the drum being revolved backward by the Weight on or of the leaves h. The rope Q is led over pulleys Q', fixed on the tops of the trucks at each end, and branch ropes Q?, passing over other pulleys Q3, connect theleaves h thereto. When the rope Q is wound in, the branch ropes Q2 are let out downward, thereby freeing the leaves 7i. I prefer to tit both ends of a truck with a Winding-gear. The rope Q extends for the full length of the train. The connections of the branch ropes Q2 to the rope Q are pret'- erably detachable, so that as the latter is'moving in one direction-say to the left-the branch ropes Q2 by being disconnected from the main rope Q and reconnected thereto on left hand of the main-rope pulley Q will, after the leaves h have been dropped, raise them again and effect their closure. The shaft-actuating mechanism (illustrated in Figs. 20 and 2l) is described. under section VI. l think it preferable that the links should be permanently connected to the coupling devices on the leaves instead of to the nuts, for then those not in use will hang Lfroin the leaves without getting in the way of the other members ot' the tipping mechanism, Whereas it the permanent connection be to the nut there would be required some special device for holding those links which would be for the time being out of use and of keeping them clear ot' the other members.

lVith awagon constructed according to my present invention it is possible to tip in either of three directions, and hereinafter follow de tailed directions, referring to some ot the accompanying figures, as to the differentiated tippings: (a) to both sides andalong the center of the road-bed, (b) along the center of the road-bed, and (c) to either side only.

(a) When the ballast is to be tipped to both IOC IOS

sides and along the center of the road-bed.

` 4st'cleof the 30 `the Wagon side.

bottom tothe central line of the tipping-space l, and their traveling nuts p p2 being then at "the oirter ends'ot' the threads, it follows that the sald respective nuts pp2 will be drawn togetherl and the leaves H Il tipped toward At the same time that the leaves are being tipped sidewise and outward their inner edges .will be moved away from each other and a central gap or tipping-slot of a eenstantly-increasing width be formed o ver; the centerline of the road-bed, the subsidiary leaves being controlled in respect of their tipping function by the control exerted upon them by the boltsj.

(b) yWhen the ballast s to be tipped along the centerof tite road-bott. (See Fig. 5.)--The inner coupling devices r fr-zlve., those nearest tothe center line of the wagon-are respe'ctively connected to the outer nuts p p3, which latter are then closeup to the respectlve Junctions the inner threads o o2, and motion is then given to the shaft N. Both leaves will then be tipped toward the center, forming a tipping slot or mouth of a width increasing in respect of its width, according to when the subsidiary leaves h h are releasing.

(c.) lV/cn the ballast z's to be tipped to either wagon at a ttnze. (bee Fig. S.). `The inner coupling device rot one leaf Il and the outer one r of the other leaf 1I are connected by the respectively inner and outer links q rj to one outer and one inner nutp p2, respectively. When the shaft N is rotated, both leaves will be tipped to the same hand or side parallelly with each other, one tipping onto the side of the road-bed direct and the other onto the center of the bed, and to give the desired direction to the ballast being discharged through the opening formed between the two leaves I have a diaphragm s pivoted under the wagon and adjustable at a proper slope. The diaphragm s will conduct the ballast from the left leaf ll toward the right-hand side of the road-bed.

I do not confine myself to the exact disposition and use of the links described, the same maybe varied. For instance, to tip the load to both sides and down the middle of the road-bed the outer coupling devices may be linked to the outer nuts, and the latter being 'at the outer ends of their respective screws, and under any arrangement, the links may he made to push at the leaves instead of to pull atthem; in which case the hands of the threads and the points of connection would be reversed. if IV. Toothcdquadrant tipping mec/tcmism..-Rferring to Figs. 9,(1eft hand,) 10, and 11, the transverse shaft N is fitted with two worms n n2, of op osite hands, each onefast upon the shaft in the .respective positions illustrated-t1 e., one in gear with one quadrant t and the other quadrant t out of gear withits Worm. lThis quadrant mechanism is applicable only to a two-principal-leaf construction of car-bottoiminasmuch as it does of the outer threads o o3 with not afford means for moving a principal and subsidiary leaf -at a time. It should be borne in mind that inasmuch as the motion of the toothed edge of the quadrant is one through an are of a circle the respective worm must be, or at any rate is preferably, made nonparallelthat is to say, from the axis ofthe leaf as a center. The pitch-lines of the teeth on the quadrants t t. and the threads on the worms a n2 are therefore portions of two concentgic arcs. It will be noted that cach principal leaf I l is provided with a pair of quadrants and two worms. I prefer to use a pair of quadrants, each one provdedwith a slot t2, so that the maximum distance through which cach quadrant can tip itsleaf is only through an are of ninety degrees. The quadrants are pivoted to the leaf ll at equal distances from its axis y. t3 t1 are twopairs of holding-links,

each of which is used for holding its respective quadrant in the vertical land its opera` tive plane. lrovision is made for holding the nonopcrative quadrant out of work by hooks t, pendent from the piltow-block and adapted for that purpose.

V. lhe schlief/'cular toothed tlM)1'1g-g/ear.- Referring to Figs. 9, (right half,) 12, and 13, a toothed semicircle a is made use of. The worms n :t2 are of the same construction as described with reference to Figs. t), (left half,)

l0, and 11. I form grooves u.' in the sides of the scmieircle, inte which screws it? may be entered to act as stops for the purpose of stopping the tip of the wagon in either direction. These screws turn through plates a3, provided for that purpose, and are engaged with or disengaged f romthei r respective grooves, according to thc direction in which the tipping is to be effected. The worms -ztn'i are for the quadrant mechanism adjustable upon the shaft N, and either may be used, as may be found convenient.4 The constructions illustrated in Figs. 16, 17, and 1S are modifications of the respectiveWagon-body constructions hereinbefore described. With reference to Fig. 17, it must be pointed out that there are no subsidiary leaves and that the four links are connected to the principal leaves accordingly. The outer leaves, it will be observed, can only, by reason of their being pi-votcd independentlyof the inner leaves, discharge through the openings in the wagon sides. Therefore when all the load is tipped towardthe center removable and adj ustables slopes w w (indicated by dotted lines) are u sed.

VI. T/Le shaft-actuating mecLaN.i`s71L.-Each shaft N may be rotated per se through a handwheel U, fastupon the outer-end of the shaft. For the purpose of providing access to the IOO shaft-actuating mechanism -from either sidp i of the train I may tx a hand-wheel on each end of the shaft. The hand-wheel and pulley-gear may be amalgamated, as shown in seme of the tigures.- A further modification of the shaft-actuating mechanism is illustrated in Fig. 17.` 'lhisfmodificatien consists of a longitudinal shaft and worm-gear and worm-wheel the latter on the transverse shaft. This gear is particularly applicable for actuating the tipping mechanism of a multiple-transverse-screw wagon. New, my in- Yivention goes beyond the above-mentioned per other suitable motor, is led around all the pulle ys, so that they shall allbeworkedtogetherf The pulley a is not necessarily upon an extension of the shaft,but may be keyed upon the center of the shaft, as illustratedin Figs. 1 and 19. It may sometimes be necessary to tip a single wagonof a loaded train independently of the others For this purposerl provide a worm oc upon a shaft 002, adapted to be rotated by a hand-wheel U. The worm 03.' gears into a wheel m3 on (preferably) the back of the puli ley.

(See Figs. 6, 16, and 17.) Themodication illustrated in Figs. 20 and 2l shows the rope-pulley 'as keyed upon the center of the shaft, which carries a worin-wheel a3 upon its outer end. The wheel w3 gears with a worm oc upon a shaft x4, the motion of which is imparted to the transverse screw-shafts through worm and worm-wheel gears or -two sets of the screw-and-link or the quadrant or semicircular tipping devices described in sections Ill, lV, V, and VI, or the ram worked by any kind of huid-pressure tipping-gearing described in section VII maybe adopted at the ends ofA canas shown-in Fig. 21'. Moticn may beimparted to all of these devices through a vertical rod fixed at the ends of car-platforms and connected by means of spur-wheel or screw-and-worm gearing with the shafts x2 or wt (shown in Figs.7 and 21) and operated by hand or other suitable power. v

V11. Ramapparatus tipping-gearf-This is illustrated in Figs. 14 and 15. fu t" are the pneumatic cylinders; 1127.12, the rams; o3 v3, their supply-pipes, independentof each other, an'd otoftheir cross-heads. The dotted lines show the positions of the'leaves at the end of the tip. The leaves HH, it will be noticed, are'not fitted with subsidiary leaves h; neither are they separated by a fixed bar, so that the special method already described must be adopted to prevent them jamming. One ram isput into action beforemitsfellows; or, if they are started together, one may be made to travel'fasterthan the other. As many pairs of rams may be used as may be necessary. NVith reference to Fig. 19, it is to be noted that it illustrates the application of myiuvention to-'the tipping of a car bodiiyby the application of a modified screw-nut and link gear. As there are no leaves in the wagon-bottom', there is only one axis, which is a central one, one pairof screws, which are at the respective outer ends of the transverse shaft, one pair of traveling nuts, and one pair 0f links.

I wishit to be distinctly understood that my invention'des ,not in any respect confine me as to the number of sets of tip mechanisms of any of the types hereinbefore described to one wagon and that they may be operated by any agencies hvereinbefore de scribed and illustrated,and with reference to the Worm wheel and gear mechanisms they may be operated through vertical rods and suitable connecting-gears, which vertical rods themselves would ,be driven through a suitable'agency extending along the tops'of the wagons or by'hand-po'wer on each wagon.

i Having now particularly described and ascertained the nature of my said invention and in what manner the same is to be performed, I declare that what I claim is 1. The combination of two horizontal leaves adapted to together form the bottom of the wagon, each pivoted upon a more or less central axis, one or moreA transverse shafts carrying four differentially-handed screws, four respectively-formed traveling nuts, and links adapted to effect changeableand operative connections between said screws (through their nuts) and the respectively-desiderated leaves, as set forth with reference to the accompanying drawings.

2. The combination of two horizontal leaves adapted to together form the bottom of the wagomeaeh pivoted upon a more or less central axis, oneor more transverse shafts carrying four differentially-handed screws, four respectively-formed traveling nuts, and links adapted to effect changeable and operative connections between Y said screwsV (through their nuts) and the respectively-desiderated leaves and Wagon sides, the latter adapted by being pivotodalon'g lines in their tops to be swung outward during the act of tipping by the pressure of the load against the retaining power of automatic operating devices, as set forth.

3. The eombination,in a tip-wagon bottom, of four leaves, two principal and two subsidiary, the latter respectively pivoted along the adjacent edges of the former, and screw nut and link devices by which the said leaves can be tipped right or leftbelow the horizontal axes of the leaves, as set forth.

4. The combination, in respect of a tipwagon bottom, of four leaves, two principal and two subsidiary, and bolting devices adapted to hold each subsidiary leaf in the same plane as its principal one or to release it therefrom, as set forth.

5. Thecombination, in respect of a tipwagon bottom, of four leaves, two principal andtwo subsidiary, bolting devices adapted IOO to hold each subsidiary leafY in Ythe same'plane i f as its principal one or to release. it therefrom, and raising-plates adapted to be operated from the side of the wagon, as set forth.

6. The combination of transverse tippingscrews, traveling-nut and link gear, and ropepulley with the link upon eachlt-ip-wagon of 

